Explosive mixture heating control



Oct, 11, 1932. I D. FIRTH EXPLOSIVE MIXTURE HEATING common :5 Sheets-Sheet 1' Filed Nov. 15, 1929 /7VE/7 UR Zavicl w\\\ QM II. vn i m m Oct. 11, 1932. A D. FIRTH 1,881,434

EXPLOSIVE MIXTURE HEATING CONTROL Filed Nov. 15. 1929 v 3 Sheets-Sheet 2 M Ecm c/ 75% Oct. 11, 1932. F|RTH 1,881,434

EXPLOSIVE MIXTURE HEATING CONTROL Filed Nov. 15, 1929 3 Sheets-Sheet 3 Jay/cl Patented Oct. 11, 1932 UNITED STATES PATENT OFFICE DAVID FIRTH, OF FLINT, MICHIGAN, ASSIGNOR TO MARVEL CARBURETER (10., F FLINT MICHIGAN, A CORPORATION OF ILLINOIS EXPLOSIVE MIXTURE HEATING CONTROL Application filed November This invention relates to a heat control for the intake systems of internal combustion en 'nes.

t is the principal object of this invention to provide an improved and simplified heat control adapted to compensate for varylng conditions of operation and engine temperature. In a variable speed and load type of carburetting engine, the maximum power output is obtainable with a cool incoming mixture of fuel and air since the cooler the mixture, the greater the weight of a unit charge delivered to the engine cylinder. At normal operating speeds, the distribution of the cool and consequently wet mixture can be taken care of by proper manifolding design. A manifold suitable for distribution at wide open throttle is obviously too big for the small amount of mixture supplied under 30 idling conditions, so that, with a wet mixture, deposition of a portion of the liquid fuel results, due to the slow rate of flow in the manifold under such circumstances. The best method of overcoming such idling troubles is to supply heat to the intake manifold or carbureter, as by means of an exhaust gas heated jacket. To stop at this point would result in overheating the mixture under wide open throttle conditions, since the quantity and temperature of the exhaust gases increase as more mixture is supplied to the engine, and this would result in a serious loss in the maximum power obtainable from a given cylinder size. To overcome this difliculty, it is convenient to provide an exhaust control valve for the jacket supply and to link this valve to the engine throttle to progressively out down the exhaust gas flow through the jacket as the throttle is opened.

The present invention goes farther in providinga temperature control superimposed on the control of the exhaust gases by the movement of the throttle. When the engine is operating under normal temperature conditions, in other words is thoroughly warmed up, the amount of heat required for smooth performance at or slightly above idling speeds or under light loads is very much less than in the case when operating a cold or 15, 1929. Serial No. 407,337.

overcooled engine under similar conditions of load, since the cold engine will have a much greater condensing or' separating effect on the mixture supplied thereto. It is accordingly an object of this invention to provide an improved and simplified temperature responsive control for modifying the supply of heat to the intake system, which control is supplemental to the throttle control of the heating efiect. 1

Other and further important objects of this invention will be apparent from. the disclosures in thespecification and the accompanying drawings.

This invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

On the drawings:

" Figure 1 is a general elevation of the manifolding system of an internal combustion engine which embodies one form of the features ofthis invention.

Figure 2 is an enlarged vertical section showing the exhaust passages which supply the heating jacket, this section" being in a -plane parallel to Figure 1.

Figure 3 is an enlarged section on the line IIIIII of Figure 1'.

Figure 4 is an enlarged section on the line IVIV of Figure 1.

Figure 5 is a modified form of the invention wherein the exhaust control valve is manually controlled.

- Figure 6 is another modification wherein the by-pass valve is thermostatically controlled separately from radiator shutters.

As shown on the drawings:

An internal combustion engine is indicated by a portion of the cylinder block 10 thereof, together with valve ports 11, an exhaust manifold 12, and an intake manifold 13 with its riser 14 having a. carbureter mounting flange 15. The foregoing structures have been chosen for illustrative purposes in connection with the present invention, which is not limited in application to the arrangement shown.

The exhaust manifold 12'terminates in a flange to which is attached an exhaust valve housing 16 beneath which the usual exhaust pipe 17 is attached. This housing has a straight through passage 18 containing a butterfly valve 19 on a cross shaft 20 operated by a lever 21. A carbureter 22 is attached to the mounting flange 15 and is formed with a jacketed section 23 surrounding the location of the throttle valve 24. This throttle is mounted on a shaft 25 which carries a lever 26 connected to the exhaust valve lever 21 by a link 27 in such a manner that the two valves operate substantially in unison, the exhaust valve being fully closed when the throttle valve is m itsidling position.

The exhaust valve housing 16 is formed with a side outlet 28 forming a by-pass valve chamber horizontally divided by a partition 29 into upper and lower passages 30 and 31. The partition isapertured to receive a bypass valve 32 mounted on a cross shaft 33, this valve serving to complete the partition when in the position shown in Figure 2.

The right and lip 34 of the valve aperture is extended downwardly to maintain cooperation with the corresponding edge of the valve 32 during the first part of the clockwise opening movement of the valve in order that the exhaust gases will not simply bypass from passages 30 and 31 and the exhaust gzses entering the upper passage 30 will not guided by the top face of the partially open valve and thus deflected into the lower pas sage to the right of the valve, as such a flow would oppose the return movement ofgases through the lower passage 31 and would reduce the temperature of the 'intakegases at too early a period.

The side outlet 28 of the exhaust valve housing 16 isconnected by a tube 35 to a side Outlet 36 on the carbureter heating jacket and this tube forms the return passage between the jacket and the lower passage 31 in the housing 16. The supply passage for the jacket is formed as a smaller bent tube 37 within the tube 35 and connecting the upper passage 30 of the housing 16 to the space within the jacket 23 beneath a deflector 38 which causes an initial flow of the gases downwardly around the throttle location and thence upwardly around the edge of the deflector to theside outlet 36 of the jacket and into the outer tube 35. The return flow of the exhaust gases thus serves to conserve the heat of the tube 37 It is necessary to have the by-pass valve 32 cut off passage 30 when the valve is vertical, yet it is not desirable tohave the valve regases passing. through the bent strict this passage when only partially closed.

To. accomplish this result, a projecting bridge 39 is formed on the wall of the side outlet 28 in a position to cooperate with the edge of the valve when in its vertical position. A ported bridge 39 may be provided to cooperate with the lower edge of the valve thermostatic member may also desirably operate the usual radiator shutters, as shown in Figure 1, since both the shutters and the heat control are advantageously controlled simultaneously and to substantially the same extent under given temperature conditions. The thermostatic member 40 is advantageously situated in the lower portion of the radiator in order to be responsive to the temperature ofv the water supplied to the engine block. The member 40 expands with a rise in temperature and pushes against the end 42 of a lever pivoted at 43, the other end 44 of the-lever having a rod 45 linking it to a lever 46 on the by-pass valveshaft-33, thus rotating this shaft clockwise.

In the modification shown in Figure 5, the v exhaust control valve 19 has its lever 21 operated by a Bowden wire control 47 instead of being linked to the throttle. Such a control may be conveniently extended to the dash or operators position, and has special advantages in simplicity under circumstances where amore uniform and continuouslload is imposed on the engine.

The operation A consideration of the linkage and valve positions as shown in Figures 1 and 4 will show that for idling with a nearly closed throttle the exhaust valve 19 completely closes the main or direct passage through the valve housing 16. Thus the exhaust gases, from the manifold are forced to flow into the upper part 30 of the side outlet 28 and thence through the inner tube 37 onto the heating jacket around the intake manifold riser. From the jacket the exhaust gases flow back through the outer tube 35 into the lower part 31 of the side outlet and thence into the main exhaust pipe. The return flow envelops the inner tube and hence conserves the heat in the gases therein, thus assuring agreater heat supply to the jacket and materially shortening the warming up period.

The exhaust valve 19 may be arranged as shown, in ,order to'have a delayed action in opening. This is accomplished by causing the valve 19 to move past its dead center on its closing movement. Therefore, as the throttle is opened, the exhaust valve 19 is not opened as quickly as the throttle during sure at the wider opening of this valve.

The by-pass valve 32, when in its horizontal position, offers no resistance to the flow of exhaust gases to and from the heating jacket while it closes the by-pass around the main exhaust valve. The bypass valve will be in the position mentioned when the thermostatic element in the lower tank of the radiator is collapsed due to a cold radiator or an overcooled one due to operating conditions. The thermostatic element preferably also operates radiator shutters to correct the last mentioned condition. As the thermostatic element expands in response to an increase in temperature, the linkage connecting to the by-pass valve rotates the latter toward its vertical position. The init al opening of the by-pass valve first opens the by-pass around the exhaust valve without materially restricting the area of the connections to the heating jacket, so that the effect of a partial opening of the by-pass valve is chiefly to relieve the back pressure on the exhaust gases in the manifold by providing a direct relief passage which materially reduces the flow through the heating jacket. I

As the by-pass valve approaches its vertical position, the edges of the valve approach the bridges in the valve chamber and thus increasingly restrict the flow of exhaust gases toward and away from the heating jacket. In the vertical position,the heating jacket is thus entirely cut off from the exhaust manifold even though the engine is idling with.

the main exhaust valve closed, the exhaust gas flow in this case being through the port in the partition between the two conduits.

It will thus be seen that I have invented an improved and simplified heat control for the intake systems of internal combustion engines wherein a control of heat supply by the throttle is supplemented by a control responsive to the temperature of the engine cooling system.

I am aware that many changes may be made and numerous details of construction may be varied through a wide range without departing from the principles of this invention, and I, therefore, do not purpose limiting the patent granted hereon otherwise than ne-- cessitated by the prior art.

I claim as my invention: 1. In combination, an intake system including a throttle and a heating jacket, means for conducting a heating fluid through said jacket, control means for directing heating fluid into said conducting means, means interconnecting the throttle with said control means for inversel proportioning the flow of heating fluid to t e degree of throttle openin and thermostatically operated means in said fluid conducting means for controlling the amount of heating fluid flowing therepast.

2. In combination, an intake system including a throttle and a heating jacket, means for conducting a heating fluid through said jacket, control means for directing heating fluid into said conducting means, means interconnecting the throttle with said control means for inversely proportioning theflow of heating fluid to the degree of throttle opening, valved means in said fluid conducting means adapted in one position to by-pass the heating fluid around said control means, and thermostatically operated means for operating said valved means.

3. In combination, an intake system including a throttle and a heating acket, means for conducting a heating fluid through said jacket, control means for directing heating fluid into said conducting means, means interconnecting the throttle with said control means forinversely proportioning the flow of heating fluid to the degree of throttle opening, valved means in said fluid conducting means adapted in one position to close said conducting means and to by-pass the heating fluid around said control means, and thermostatically operated means for operating said valved means.

4. In combination, an intake system including a throttle and, a heating jacket, means for conductinga heating fluid throu 11 said jacket, control means for directing eating fluid into said conducting means, means interconnecting the throttle with said control means for inversely proportioning the flow of heating fluid to the degree of throttle opening, a by-pass valve in said conducting means for controlling the flow of heating fluid therethrough, and thermostatic means for operating said by-pass valve.

5. In combination with the intake and exhaust manifold of an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, supply and return connections for said heating jacket, said connections open- .for controlling said by-pass valve.

6. In combination with the intake and exhaust manifolds of an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, suppl heating jacket, said connections opening into the exhaust manifold on opposite sides of the valve therein, valved means in said con- 5 nections adaptedin one position to by-pass the flow of fluid therebetween and thermostatic means for o erating said valved means.

7 In com ination with the intake and exhaust manifolds of an internal combustion 10 engine, a heating jacket associated with said intake manifold, a valve in said exhaust manlfold, supply and return connections for'said heating jacket, said connections opening into the exhaust manifold on opposite sides of the valve therein, valved means in said connections adapted in one position to close said.

connections to by-pass the flow of fluid therebetween, and thermostatic means for operating said valved means.

8. In combination with the intake and exhaust manifolds of an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, supply and return connections for said 5 heating jacket, said connections opening into the exhaust manifoldon opposite sides of the valve therein, a valve in said connections for controlling'the flow of heating fluid therethrough, and thermostaticmeans for operating said valve.

9. In combination with the intake and exhaust manifolds of an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, supply and return connections for said heating jacket, said connections opening into the exhaust manifold adjacent to and on opposite sides of the valve therein, and a by-pass Valve controlling a passage between said connections. I

10. In combination, an intake system including a throttle and a heating jacket, means for conducting a heating fluid through said jacket, control means for directing heating fluid into said conducting means, means interconnecting the throttle with said control means for inversely proportioning the flow of heating fluid to the degree of throttle opening, control means in said fluid conducting means for controlling the flow of heating fluid therethrough, and thermostatic means associated with the engine cooling system for operating said control means.

11. In combination with the intake and exhaust manifolds of an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, supply and return connections for said heating jacket, said connections opening into the exhaust manifold on opposite sides of the valve therein, a by-pass valve controlling a passage between said connections, and thermostatic means associated with the engine cooling system for operating said 65 control means.

and return connections for said- 12. In combination with the intake and exhaust manifoldsof an internal combustion engine, a heating jacket associated with said intake manifold, a valve in said exhaust manifold, supply and return connections for said heating jacket, said connections openin into the exhaust manifold on opposite si es of the valve therein, valved means in said connections adapted in one position to by-pass the flow of fluid therebetween, and thermofluid into said conducting means, means inter-- connecting the throttle with said control means for inversely proportioning the flow of heating fluid to the degree of throttle opening, valved means in said fluid conducting means adapted in one position to by-pass the heating fluid around said control means, control means in said fluid conducting means for controlling the flow of heating fluid therethrough, and thermostatic means associated with the engine cooling system for operating said control means.

In testimony whereof I have hereunto subscribed my name at Flint, Genesee County,

Michigan.

DAVID FIRTH. 

